Automatic clutch mechanism



Oct. 22, 1935 E. s. PLEASONTON 2,017,939

AUTOMATIC CLUTCH MECHANISM Filed March 15, 1934 2 Sheets-Sheet l l I I lIIIIIIIIWIW "I (Mic MAM Oct. 22, 1935. s. PLEASONTON 3 I AUTOMATICCLUTCH MECHANISM Filed March 15, 1934 2 Sheets-Sheet 2 Eugene J.P/edd'anton JMMMW W cca/um;

Patented Oct. 22, 1935 PATENT OFFICE 2,017,989 AUTOMATICICLUTCHMECHANISM Eugene S. Pleasonton, Ossining, N'. Y., assignor to AutomaticDrive & Transmission Company, Gloucester City, N. J., a corporation oi.New

Jersey Application March 15, 1934', Serial No. 715,733 29 Claims. (Cl.192-13) The present invention relates to mechanisms for transmittingpower from a driving member I to a driven member.

More particularly the present invention relates to automatic orself-operating power transmitting mechanisms and it is particularlyconcerned with devices for modifying or controlling their automaticoperating functions.

In clutches of the automatic, or speed responsive type, the plates aredisengaged when the speed responsive part thereof (usually the drivingshaft or member) is rotating at speeds which are less than theirpredetermined speed responsive engaging speed. As the clutch plates aredisengaged when the engine or other prime mover is stopped, the engineis accordingly disconnected from the load handled by it, and in the caseof an automotive vehicle, placing the transmission or other torquemultiplying mechanism in gear does not remedy the situation because suchtransmission is disconnected from the engine by reason of the disengagedclutch.

It is highly desirable that such automatic clutches be operable toeffect a driving connection between the prime mover and the load whenthe prime mover is at rest. For instance, in an automotive vehicle it isdesirable, when the battery is weak or the engine is cold, to place thetransmission in gear and coast or tow the vehicle so as to turn theengine over for cranking purposes. Another instance where it isdesirable to engage the clutch when the engine is dead is where avehicle is stalled on a grade crossing or other dangerous location, andit is desired to place the transmission in low or reverse gear andpropel. the vehicle to safety with the engine' startingmotor. Also whenthe vehicle is parked on a steep grade, it is desirable to place thetransmis-' sion in low or reverse gear so as to augment the brakingaction of the vehicle brake mechanism.

In Patent No. 1,822,716 granted September 8, 1931, to Henry H. Vail, anautomatic clutch is disclosed wherein the plates are normally urgedtoward engaged condition by spring means, and a latch mechanism isemployed for releasably holding them in automatic condition, against theaction of the spring means, i. e., in such condition that they aredisengaged when the driving shaft is rotating at speeds which are lessthan the autoif the clutch is installed in an automotive vehicle, thetransmission may be placed in gear and the various above describedfunctions performed.

In copending application Serial No. 595,184, filed February 25, 1932, anautomatic clutch is disclosed which is so designed that when the speedof the driving shaft falls below a predetermined value, or the primemover stops, the plates are automatically brought into engagement,thereby making it possible in an automotive vehicle to efiect a drivebetween the prime mover and the vehicle wheels by placing thetransmission in gear under such conditions. 1

The present invention is concerned with devising mechanism forcontrolling automatic clutches, which possess most of the desirablefeatures of those which have just been described, and further highlyimportant operating characteristics to be hereinafter pointed out.

It is a major object of my invention to devise novel mechanisms forcontrolling clutches of the automatic or self-operating type, which aresimple in design, rugged and durable, and which may be cheaply produced.

A further important object of my invention resides in the provision ofspeed-responsive clutches with means for moving their parts into andholding them in such relationship that operation thereof isspeed-responsive, and which is so constructed that the clutch may be,engaged while the holding means is disposed in automatic position.

Another important object is to devise, for use in power deliveringorganizations of the character wherein a prime mover is adapted to becoupled to a load by means of an automatic clutch, means for causingengagement of the clutch and for causing a braking influence to beexerted upon the load handled thereby.

It is another object of the present invention to 40 provide power drivesof the character wherein a speed-responsive clutch is adapted totransmit power from a prime mover to a load having braking meansassociated therewith with means ior normally rendering, clutch operationspeed responsive when the braking means is released from the load.

Another object of my invention aims to provlde power transmittingorganizations of the type wherein a clutch, which is responsive 'to thespeed of an associated prime mover, is adapted to transmit power to aload having brake means associated therewith, with means for engagingthe clutch, irrespective of the speed 7 of the prime mover, whenever thebrake means is actuated.

' sociated therewith, is connected to a speed-responsive clutch, amechanism for normally rendering clutchoperation speed responsive whenthe braking means is released, but which may be actuated to renderclutch engagement other than speed responsive under such conditions.

It is another object of my invention to-devise,

for use in clutch mechanisms" having a movable member which is engagedin one direction by engaging means, a movable element having forcetransmitting means associated. therewith for causing it to move theclutch member against the action of the engaging means when it is movedin one direction, and which may be actuated so as to render suchmovements of the element ineffective to cause the clutch member toundergo engaging-means-opposing movements.

A further object of the present invention resides in the provision of aclutch of the character having a movable member which is urged in onedirection by spring means, with an element having means for connectingit to the clutch member in such manner that it may be moved to producemovement of the clutch member against the action of the spring means,and which may be selectively rendered incapable of producing suchmovement of the clutch member.

Y My invention further aims to provide a clutch of the character havingparts which are urged toward engaged,condition by engaging means, withan element, having force transmitting means connecting it with theclutch parts, for maintaining the clutch parts in a predeterminedposition against the action of the engaging means, the forcetransmitting means being operable to allow the engaging means to bringthe clutch parts into engagement irrespective of the position assumed bythe element.

Another object isto devise, for use in a speed responsive clutch havingparts which are movable from an engaged position to an automaticposition against the action of engaging means, a member havingforcetransmitting means for causing it to bring the clutch parts into.automatic position against the action of the engaging means when it ismoved, the force transmit- .ting means being operable to rendermovements of the member incapable of producing movement of the clutchparts.

It is a further object of this invention to devise a mechanism adaptedto transmit forces between two relatively movable members for limitingmovement thereof toward each other, which is so designed thattwodifferent parts thereof may be independently actuated to allow themembersto move toward each other.

. My invention also to provide two members, which are mounted forrelative movement .toward and awayfrom each other, with a mechanism'forlimitin'g their movement toward each other which is so designed that twodifferent parts thereof may be independently actuated to allow themembers to move toward each'other,

and at least one of the parts may be operated to force said members awayfrom each other.

Further objects of my'invention will become apparent as the detaileddescription thereof pro-- Figure 1 is a longitudinal sectional view ofone form of} automatic clutch mechanism with which my invention maybe'employed.

Figure 2 is an elevational view of the clutch shown in Figure 1 as itappears when provided with one form of my controlling mechanism.

Figure 3 is a top plan view of the controlling. mechanism illustrated inFigure 2.

Figure 4 is a diagrammatical view illustrating the salient parts of thecontrol mechanism shown in Figure 2 in the positions they assume when 10the hand brake lever is disposed in release position and the latchmechanism is disposed in unlatched condition.

Figure 5 is a view similar to Figure 4 but illustrates the parts as theyappear when the hand 15 brake lever is disposed in braking position andthe latch mechanism is disposed in latched condition.

Figure 6 is.a view similar to Figures 4 and 5 but illustrates the partsas they appear when the 20 hand brake leveris disposed in' brakingposition and the latch mechanism is disposed in unlatched condition. I

Figure '7 is a fragmental elevational view of afurther controllingmgachanismglsb forming part of'the presentinvention.

Figure 8 is an elevational view of a further modified form of controlmechanism forming part of the present invention and illustrates thehandbrakelever disposed in fullyreleased position.

Figure 9 is a view similar to Figure 8, but it illustrates the parts inthe position they assume when the hand brake lever is disposed in anintermediate position.

Figure 10 is a view similar to Figure 9, but it illustrates the partsdisposed in the positions they assume when the hand brake ,lever isdisposed in braking position. I Figure 11 is an enlarged elevationalview, with parts in section, of "a, further modiflcationof my invention,which utilizes some of the parts shown inFigure 1. I

Figure 12 is an elevational view illustrating the manner in which theparts of the controlling mechanism shown in Figure 11 are connected tothe brake lever, and p Figure 13 is a view similar to Figure 11 andillustrates a further modified form of ,my'invention. v

With continued reference to the drawings, so

wherein like reference characters are employed to designate like partsthroughout the several 1 operates as follows: Driving and driven shaftsI and 2 respectively are mounted for rotation in any suitable manner andthe driving shaft carries ,a flywheel 3 which has a coverl securedthereto by any suitable means (not shown). A driven disk 5, havingfacings 6 secured thereto, is carried by a hub I s'plined to shaft 2 andcooperates with a face of flywheel 3 and with an automatic plate 8,which is mounted for synchronous rotation with the driving shaft I andflywheel I by means of driving lugs 9 which are secured to cover I andseat in recesses in the automatic plate. A reaction plate II is mountedfor rotation with, and is urgedtoward the automatic plate by means ofhold-back spring assemblies, (not shown) and the automaticfandractionplate assembly is urgedtoward the flywheel by means of compressionsprings I2 which are interposed between cover 4 and plate II. Theholdback spring assemblies may assume any desired form, as for instancespring assemblies employed in the device illustrated in copendingapplication S. N. 488,757, for urging the automatic plate toward theflywheel, may be. successfully employed.

Movement of the automatic and reaction plate assembly under theinfluence of springs I2 is adapted to be controlled by means of leversI3 journalled on cover I and which act against nut and washer assembliesll carried by bolts I5 secured to plate II. The inner ends of levers I3cooperate with a throwout assembly I6 which is mounted for axialmovement on a. supporting sleeve I'I secured to a housing I8. Throwoutassembly I5 is restrained against rocking movement about sleeve I! bymeans of an apertured ear l8 carried thereby which slidablycooperateswith a stud 20 secured to housing I8. The assembly is actuatedby means of a throwout fork I9 secured to a throwout shaft 2I. In Figure1, the throwout assembly is disposed in its intermediate orautomaticrposition, and it is maintained in this position against theaction of springs I2, during certain phases of operation of the clutchby mechanism to be presently derally at 22. Weights 22 are carried bylevers 23 which have laterally extending portions 24 disposed andclamped between plates8 and II by means of the hold-back assemblies.portions 24 are provided on their outer sides with knife edges 25 whichare adapted to fulcrum in the outer corners of recesses 26 formed in theautomatic plate when the levers swing outwardly in response tocentrifugal force.

With driving shaft I operating at idling 'or disengaging speed, and withthe throwout mechanism disposed in the position shown in Figure 1, theplates are disengaged and shafts I and 2 are accordingly uncoupled. Asshaft I is accelerated above idling speed, weights 22 rock outwardlyabout edges 25 as axes and force plates 8 and I I away from each otherand cause pressure to be built up in springs I2 and between the plates.This action forces reaction plate I I to the right and thereby relieveslevers I3 of the stress of springs I2. Torque of gradually increasingmagnitude is thereby automatically transmitted from shaft I to shaft 2,and when shaft I'attains a predetermined speed the plates are broughtinto non-slipping engagement by the action of the weights, and at aspeed slightly in excess of this speed the weights move out intoengagement with a flange 21 provided on plate II and they are therebyprevented from moving further outwardly and building up further pressurebetween the plates in response to further acceleration of the drivingshaft. When the driving shaft is decelerated to idling speed theautomatic and reaction plates are brought towards each other by thehold-back assemblies and the clutch is thereby disengaged.

When the clutch is automatically engaged in themanner just described,the plates may be disengaged by moving the-throwout mechanism to theleft, which-through levers I3 and bolts. l5 moves reaction plate II andautomatic plate 8 Lateral to the right, and thereby disengages thelatter from the driven member.

When the parts are disposed in the positions shown in Figure 1, with thedriving shaft oper-' ating atorbelow idling speed, the plates may bebrought into driving engagement by allowing the throwout assembly tomove to the right under the influence of springs I2. Movement of thethrowout assembly to the right allows springs I2 to force plates 8 andII to the left and bring plate 8 into driving engagement with the drivenmember.

With particular reference to Figure 2, shaft 2| extends outwardly ofhousing I8, and a clutch pedal 3I is mounted thereon and is securedthereto by means of a key 32 or the like". Also mounted on shaft 2| is abifurcated lever element 33 which is gripped or clamped to shaft 2I bymeans of a cap screw 34. A screw 35 is threaded into lever 33 and isadapted to be locked in adiusted position therein by means'of a locknut3 6. Screw 35 is adapted to cooperate with a lever 31 which is mountedfor rocking movement on shaft 2I, and constitutes abutment means forlever'33 as will hereinafter appear; I

Plvotally connected to the upper end of lever 31, by means of a pin 38,is a link member 39 which is preferably constructed of'sheet metal andis U-shape'd in cross section. A similar link member M is pivoted tolink 39 by means of a pin 42. Link members 39 and ll assume the shape ofchannel members with the open side of each channel facing downwardly asindicated in Figure 3. Links 39 and M constitute a toggle assembly andare adapted to be locked when they are swung downwardly slightly pasttheir center,

as shown in Figure 2 of the drawings, and in order to definitely stopthem in this position they are provided with stop faces 43 and*44respectively.

Pivotally connected to link M, by means of a pin or the like, is a yokeshaped link member 48, which is supported for swinging movement on abracket 41, by means of a bolt member 48. Bracket 97 is secured to anysuitable part of the driving mechanism or vehicle by means of capscrews49, and in the present instance the transmission case 50, which isassociated with the clutch is utilized as a support therefor. A linkmember 52 is journaled on pin 45 and it is employed to swing yoke member46 upwardly in a manner that will be described hereinafter.

With the parts disposed in the positions shown in Figure 2, with pin 45disposed substantially on clutch engagement automatically occurs inresponse to acceleration of shaft I in the manner previously described.I

Links 39 and M are shown in Figure 2 in what is termed their latchingposition, and they are adapted to be selectively moved out of thisposition by mechanism that will now be described.

Pivotally mounted on pin .42 is an apertured member 53, and a tensionspring 54 is connected to member 53 and is anchored to a bracket 55which is preferably mounted on the transmission case. Spring 54 urgeslinks 39 and 4| downwardly so as to bring their faces 43 and 44 intoengagement, and although I prefer to employ a spring for this purpose,it is to be understood that any other suitable means may be utilized toattain this result, or in fact; gravity may in some instances be reliedupon to urge the link members toward latching position.

The upper end of member 53 is provided with a slot 56, and an actuatingwire 51 extends through an aperture in member 53 and has an enlargedportion 58 provided thereon which is adapted to work in slot 56, andrestrain wire 51 against withdrawal therefrom. Wire 51 extends upwardlywithin a flexible casing 59 and the two elements are led to a suitableoperating location as for instance the dashboard 60 of the vehicle.Casing 59 is secured in position on dash 60 by means of a nut 6|, and anoperating knob 62 is connected to wire 51 in well known manner.

When knob 62 is pulled out into the dotted line position shown with theyoke 46 disposed in the position shown in Figure 2, links 39 and 4| arelifted upwardly past dead center against the action of spring 54. Ifpedal 3| is not depressed at this time, springs l2, acting through thethrowout assembly, shaft 2|, lever 33, screw 35, and lever 31 swing thelinks into the position shown in Figure 4, and the plates are broughtinto driving engagement.

When it is desired to restore the parts to automatic position, pedal 3|may be depressed to rock shaft 2| sufficiently to allow spring 54 torestore the links to the position shown in Figure 2. It its to beunderstood however, that if desired, a two-way connection may beprovided between knob 62 and links 39 and 4|, so that actuation thereof,or of a similar suitable mechanism, is effective to restore links 39 and4| to automatic position without resorting to the use of clutch pedal3|, and it is to be understood'that mechanisms of this character areintended to be embraced by the appended claims.

Link 52 may be actuated in any suitable manner, but in the presentembodiment of my invention I preferably actuate-it by means of the handbrake lever 63 to apply the brake mechanism which is utilized inconventional motor vehicles. Lev er 631s mounted on a shaft 64 which maybe sifiiported in any suitable manner, and it is provided with arms 65and 66. Pivotally connected to arm 65 by means of a clevis 61, is abrake rod 68, which is adapted to be locked in adjusted relationshipthereto by means of a locknut 69. In view of the fact thatrod 68 may beconnected to any desired form of two or fourwheel vehicle brakemechanism, whether it be of the mechanical or hydraulic type, and suchbrake mechanisms are well known in the art, a showing thereof has beenomitted for the purpose of simplifying the disclosure of the presentcase. Arm 66 of lever 63 is provided with a clevis end which is securedto link 52 by means of a pin 1|.

A detent I2, having a bevel face I3,-is guided for movement between apair of guide lugs I4, which in the present instance are shown as be ingintegrally formed with lever 63. Detent I2 is adapted to cooperate withteeth I5 and a notch I6 which are formed in a detent plate 11. Plate 11may be supported in any suitable means, as

for instance upon the transmission case.

Detent I2 is provided with an integrally formed rod portion I8 whichextends upwardly within a bore I9 formed in the handle portion of lever63,

and is provided on its upper end with an operating piece 80. Acompression spring 8| is disposed within bore I9 and acts against pieceso as to urge detent I2 into' cooperation with the 5 notches formed inplate 11 at all times. The detent assembly just described is so designedas to restrain lever 63 against both clockwise and counterclockwiserocking movement when detent I2 is disposed in notch 16, and itpreferably 10 restrains lever 63 only against counterclockwise rockingmovement when detent I2 is disposed in engagement with teeth I5.Although I have shown a specific form of detent organization inconnection with the present invention, it is to 15 be understood, thatif desired, any other suitable means may be employed for selectivelyrestrainof my invention. 20

With the parts disposed in the positions which they assume in Figure 2,and with the engine operating substantially at idling speeds, the clutchparts assume the position shown in Figure 1, and the engine may beaccelerated to produce 25 speed responsive engagement of the clutch inthe manner previously described.

Assuming that the present mechanism is mounted in a motor vehicle or thelike, and it is desired to stop it, the vehicle is brought to 30 rest byapplying the foot brakes, the engine is shut off, and member 80 isdepressed, and lever 63 is rocked to engage detent I2 with teeth 15.Operation of lever 63 in this manner through arm 66 and link.52, swingslinks 39 and 4|, and 35 yoke member 46 into the position shown in Figure4, and thereby allows springs l2 to bring the plates into drivingengagement. Brake lever 63, acting through arm 65 and rod 68 applies thevehicle brakes and if the transmission is dis- (0 posed in high gearwhen the vehicle is brought to rest, a direct drive will exist fromshaft to the vehicle wheels, and the compression of the engineaccordingly is utilized to augment the braking action of the brakemechanism against 45 both forward and reverse coasting tendencies of thevehicle. If it is desired to further augment the action of the brakemechanism, the transmission may be placed in low or reverse gear so asto enable the engine to exert an amplified re- 50 sistance to rotationof the propeller shaft. If it is desired to apply the hand brakemechanism before the engine is stopped, the transmission may be placedin neutral and lever 63 rocked in a manner previously described so as toactuate 55 the brake mechanism. After the engine has been stopped thetransmission may be then placed in any desired gear so as to enable theengine to exert a braking action on the driven parts.

When it is desired to restore the parts to auto- 60 matic position, forinstance, when starting the vehicle, member 30 is depressed so as tobring detent I2 out of engagement with teeth I5, and lever 63 is pushedforwardly, so as to bring the throwout assembly into automatic position.65 Movement of lever 63 in this manner, through arm 66 and link 52,forces links 39 and 4|, and yoke member 46 into the position shown inFigure 2, against the action of springs I2, and during this operationlinks 39 and 4| behave as a 7 single rigid link in view of the fact thatthey are held with their faces 43 and 44 abutting by spring 54.

With the parts as shown in Figure 2, and with the engine stopped, and itis desired, to effect a T5 the purpose of towing or coasting thevehiclewith the' transmission gear so as to turn the engine position for someother reason, pedal 3| is de pressed sufliciently to allow spring 54 torestore links 39 and 4| to the position shown in Figure 2 as previouslydescribed.

If knob 62 should be pulled out while the brake is applied, links 39 and4| will be disposed out of latching relationship, assuming the positionsshown in Figure 6, and when the brake is released, they will assume theacutely disposed position shown in Figure 5, and pedal 3| must bedepressed to again bring the link members into latching relationship. Ifpedal 3| is depressed while the brake is applied, it is only necessaryto depress it enough to take the slack out oi. the linkage in order toallow spring 54 to restore links 39 and 4| to latching position, whereasit it is depressed after the brake has been released, it is of coursenecessary to bring it into automatic position in otrliier to bring thelinks into latching relations p.

With the parts disposed in the positions shown in Figure 2, and with theclutch automatically engaged, and it is desired to disengage the clutchfor gear shifting purposes or the like, pedal 3| is depressed so as tomove the throwout assembly to the left (Figure 1) and thereby, throughlever l3, move the raction plate to the right. In view of the fact thatwhile this operation is being effected, screw 35, carried by lever 33,merely moves out of engagement with its cooperating surface of lever 31,the latch mechanism does not interfere with the declutching operation,and when pedal 3| is released, screw 35 is again brought into contactwith lever 31, and the parts are again maintained in automatic position.

When the clutch facings become thin as the result of particles thereofwearing away during operation, and the idle release clearance becomesexcessive, nut 36\may be loosened and screw ,35 backed oil suflicientlyto allow springs I! to bring the plates into closer relationship whenthe parts are disposed in automatic position. When the adjustment hasbeen completed, nut 39 may be tightened to again lock the parts inposition. With reference to Figure 7 of the drawings I I haveillustrated a controlling organization which operates in substantiallythe same manner as that just described and which diifersthere'from-inthe constiguction employed.

In this form of the invention, 'link member 4|- is pivoted directly toarm 66a of lever 93, and with disposed in latched condition, the latterand arm at behave as a toggle and allow lever 31 to move into engagingposition as described in conclevis 91a, and accordingly. takes up theslack nection with the first form of my invention, but in this instancelost motion is provided between the hand lever and the brake rod, bymeans of a pin 92 and an elongated slot 9|, so as to permit the engagingoperation to be completed prior to 5 initiation of the brakingoperation.

Although I have illustrated controlling 'organizations that are operableto move the clutch parts from engaged into automatic position when thehand brake is rocked into released position, it is to be understood thatby giving them a greater range of operating movement, they may beutilized to bring the parts from engaged tocompletely disengagedposition, and I intend the appended claims to embrace con- 16 trollingmechanisms when they are used in this manner.

Referring now to Figures '8, 9. and 10, I have illustrated a furthermodified form of controlling I mechanism that differs both structurallyand 20 functionally from the forms previously described, the majordifierence residing in the use of a single controlling element for theparts of the device.

With continued reference to these figures, a link 25 member 99 ispivotally connectedto armGSa'ot lever 93 by means of a pin 99, and theother end of link 99 is connected to lever 31 by means of'a pin 99.. Inthis formoi the invention, clevis 61ais slotted at 9| and is connectedtoarm 65 by 30 means of pin 92, so as to provide lost-motion between lever63 and brake rod 63 for a purpose that will presently appear.

Lever 63 is adapted to assume three major operative positions and tothis'end detent plate'l'la 35 is made larger and is provided with anintermediate notch 93 which is similar to notch 16a, and a set ofinclined teeth 95 which are similar in function to teeth I5 of thepreviously described forms of my invention. 40 When lever 63 is disposedwith detent I2 located in notch 19a, arm 63d, acting through link 99,holds lever 31 in automatic position as seen in Figure 8. Leger 3'|acting throughscrew 35, lever 33 and shaft 2| holds the clutch elementsin automatic position as previously described.

When lever 63 is rocked into intermediate position, so asto bring detent12 into notch 93, lever 3'| is brought into engaged position, and allowsspring l2 to bring the plates into driving engagement and this conditionis illustrated in Figure 9. The parts-maybe operated, in this manner tobring the plates into engagement at will without applying the brakemechanism, and this operation corresponds somewhat to that efiected bywith- 56' drawing knob 62 of the first form ofmy invention. Movement ofthe parts into this position causes pin 92 .to move'into the-other endof slot 9| in therein.

When lever 93 is rocked so as to bring detent 12 into engagement withteeth 95, arm 99, acting through pin 92'and clevis 61a, actuates thebrake mechanism. During this operation link.199' and lever 31 arebrought into the positions, illus- 05 trated in Figure 10 of thedrawings, and in view of the one-way connection existing between shaft2| and lever 31 constituted by levei 33 and screw; 35, no movement ofthe throwout mechanism is 'eflected thereby. When lever 93 is rocked inthe opposite direction, to bring detent 12 into notchv 93, the brake'isreleased, and as the clearance existing between screw 35 and lever 31 ismerely taken up, accordingly no movement of shaft 2| occurs during thisphase of operation. Rocking I6 lever 63 further, serves to bring detentI2 into notch 16 and causes lever 31 to pick up the screw carried bylever 33 and thereby rocks shaft 2| into automatic position. During thisoperation pin 92 merely slides in slot 9| and it accordingly does notproduce actuation of the brake mechanism. In view of the fact that links39 and 4| are dispensed with in this form of the invention, control ofthe clutch is reduced to one lever and the clutch pedal, as the lattermay be actuated to disengage the clutch in the manner previouslydescribed.

In connection with this particular form of the invention, it is to beunderstood that although I have shown an organization wherein initialmovement of the brake lever towards braking position allows the clutchto go into engagement, and final movement of the lever causes the brakemechanism to be actuated, if desired, these distinct stages may bemerged, and movement of the brake lever be utilized to simultaneouslycause clutch engagement and produce brake application, and the appendedclaims are intended to embrace my mechanism when it is employed to havethese operating characteristics.

With reference to Figures 11 and 12 of the drawings, a modified form ofcontrolling mechanism is disclosed wherein a different form of latchmechanism is employed.

With particular reference to Figure 11, lever 33a is similarlyconstructed and is identical in function to that of the levers employedin the previously described forms of my invention with the exceptionthat screw 35 thereof cooperates with a plunger member 95 which ismounted for longitudinal movement on lever 31a. Plunger 95 is disposedin sliding engagement with a raised or boss portion 96 formed on lever31a, and is guided for movement thereon by means of a U-shaped guidemember 91, which is secured to lever 31a by means of screws 98. Plunger95 is provided with a bore 99 in which actuator wire 51 is disposed.Wire 51 is retained in bore 99 by means of a set screw |0|, and housing59 is disposed between :3. pair of arms I02 formed on lever 31a and isclamped therebetween by means of a cap screw. I03 which is threadedtherein. Housing 59 is so located, and is led up the vehicle dash insuch a manner, that it does not interfere with the swinging movements oflever 31a.

A link member I04 is pivotally connected to the upper end of lever 3111by means of a clevis I05 and link I04 is pivotally connected to arm 66aof lever 63 by means of .a pin or the like. In this form of theinvention, detent plate 11a is employed so that lever 63 may only havetwo major operating positions.

"With the parts disposed in the position shown in Figure 11, with detentI2 acting through lever 63, arm 66a and link I04 and holding lever 31a.in the position shown, plunger 95, acting through screw 35, lever 33a.and shaft 2 I, holds the clutch parts in the positions shown in Figure 1of the drawings when the engine or the prime mover is operatedsubstantially at idling speeds or is stationary. With the parts disposedin this condition, the engine may accordingly be accelerated to .produceautomatic clutch engagement in the manner previously described.

When lever 63 is rocked into braking position, with detent I2 engagingteeth I5, so as to actuate the brake mechanism, arm 66a swings lever310. into engaging position, with the result that the clutch isautomatically engaged when the brake lever is rocked so as to actuatethe brake mechanism. The parts may be restored to automatic position byrocking lever 63 so as to bring its detent into notch I6. During theoperation just described, levers 33a and 31a move as a unit in view ofthe driving connection established-therebetween by plunger 95. With theparts disposed in automatic position, and it is desired to engage theclutch without applying the brakes, knob 62 is pulled out so as to causewire 51 to move plunger 95 upwardly and 10 out of engagement with screw35. In the event that the friction between plunger 95 and portion 96 oflever 31a is excessive as the result of springs I2 acting thereonthrough the throwout mechanism, clutch pedal 3| may be slightly de- 15pressed prior to this operation, so as to relieve plunger 95 of thespring pressure. When plunger 95 is moved out of the path of movement ofscrew 35, springs I2, acting through the throwout assembly and shaft 2|,swing lever 33a so as to bring screw 35 into close proximity to lever31a, and the plates are thereby brought into driving engagement. Whenthe clutch is engaged in this manner, and it is desired to restore theparts to automatic position, pedal 3| is depressed suf- 26 ficiently tobring screw 35 out of the path of movement of plunger 95, and operatingknob 62 is pushed in so as to bring plunger 95 between it and boss 96.When pedal 3| is released, plunger 95 will again stop screw 35 andmaintain lever 30 33a and shaft 2| in automatic position.

Adjustment for facing wearis effected by backing off screw 35 aspreviously described.

In Figure 13 of the drawings, I have shown the device illustrated inFigures 11 and 12 as being 85 provided with a slightly modified form oflatch mechanism which enables the parts to be released without relievingthe stress on the parts by depressing pedal 3|. In this form of theinvention, lever 31b is provided with a preferably integrally formed earI06 to which a link I0! is pivotally connected by means of a pin I06.Link I0! is connected to a similar link I09 by means of pin III and linkI09 is pivoted to lever 331) by means of a pin 2. Secured in a bore in.pin I09, by means of a set screw H3, is wire 5'! utilized in thepreviously described forms of my invention. Housing 59 is clampedbetween two cars I I4 formed on lever 3112 by means of a screw When theparts are disposed in the positions shown in Figure 13, with links I01and I09 disposed slightly below center, springs I2, acting through thethrowout assembly and shaft 2|, tend to urge the links downwardly, andin order to limit their downward movement I have provided a lug 5 onlever 3112, with which the links are adapted to contact.

In this form of the invention lever 31b is connected to link I04 bymeans of a slotted clevis 00 III, a pin 8 and a locknut ||9 so as toprovide suflicient lost-motion to allow pedal 3| to be depressed fordeclutching purposes without interference from links I01 and I09, whichestablish a two-way connection between lever 31b and link I04. Thedetent plate 11 is employed with this form of controlling mechanism andlever 63 accordingly has two major operating positions.

With the parts disposed in the positions shown in Figure 13, with detentI2 disposed in notch I6, links I01 and I09, acting through lever 33b,shaft 2| and the throwout assembly hold the clutch parts in theautomatic position illustrated in Figure 1, and under these conditionsthe engine may be accelerated to automatically cause clutchengagement'in the manner previously set forth. When it is desired toengage the clutch when the engine is idling, or is stopped, knob 62 iswithdrawn so as to pull links I01 and I08 upwardly past center. Whenthis has been effected, springs I2 engage the clutch as previouslyexplained, and lever 33!) rocks clockwise and swings the links furtherupwardly.

With the parts disposed in automatic position, pin H8 is disposed in theright hand end of the slot in clevis III, with the-result that pedal 0|may be depressed to move the clutch parts into disengaged position, asmovement of lever 311) during such operation merely causes pin 8 toniove into the left-hand end 01 the slot in clevis I I.

With latch members I01 and I09 disposed as shown in Figure 13, rockingmovement or lever 63, so as to bring detent 12 into engagement withteeth 15, applies the vehicle brakes as previously set forth and allowslevers 31b and 33a to rock clockwise into engaging position under theinfluence of springs I2, and movement of lever 63 in the oppositedirection, through link I04, and levers 33a and 31b and shaft 2|,restores the parts to automatic position, and it is observed that duringthis operation links I01 and I09 act as a rigid connection betweenlevers 33a and 31b.

The invention may be embodied in other spe-' ciflc forms withoutdeparting from the spirit or essential characteristics thereof. Thepresent 'embodiments are therefore to be considered in all respects asillustrative and not restrictive, the scope of the invention beingindicated by the appended claims rather than by the foregoingdescription, and all changes which'come within the I meaning and rangeof equivalency of tire claims" are therefore intended to be embracedtherein.

What is claimed and desired to be secured by United States LettersPatent is:

1. In a clutch mechanism of the character having parts which may bemoved into one position so as to render clutch engagement speedresponsive, and which may be moved into another posi-.

tion to render clutch engagement non-speed responsive, a driven member;braking means adapted to exert braking influences upon said drivenmember; and common means for moving said clutch parts into said secondnamed position and actuating said braking means.

2. The mechanism described in claim 1, wherein said last named means isoperable to cause said braking means to exert braking influence uponsaid driven member when it is operated so as to move the clutch partsinto said last-named position.

3. In a clutch mechanism, a clutch of the character having: meansiorrendering clutch engage-r ment speed responsive or non-speedresponsive at will, a driven member; releasable braking means associatedwith said driven member; and means for automatically rendering clutchengagement speed responsive when said braking means is released.

4. The mechanism described in claim 3,-wherein said last-named means isoperably connected to said clutch means and said braking means.

5. The mechanism set forth in claim 3, wherein said last-named means isselectively operable to render clutch engagement otherthan speedresponsive when said brake means is released.

6. In a power transmitting mechanism, a driving member: a clutch whichis normally responsive to variations in the speed of said drivingmember, and which is normally disengaged when said driving member isoperating below a predetermined speed; a, driven member; brakingmeansadapted to apply decelerating forces to said driven member; and meansfor causing said clutch to 5 engage whenever said brake means isactuated.

'7. The mechanism describedin'claim 6, wherein said last-named means isoperable to cause said clutch to engage whenever said brake means isactuated so as to exert decelerating influences upon said driven member.

- 8. In a clutch, a movable member; engaging means tending to urge saidmember in one direction; a movable element; force transmitting meansassociated with said member and said element forrmally causing sadelement to move .said mem er against the action of said engagingmeanswhen it is moved in one direction; said 'force'transmitting meansbeing operable to render said element ineffective to produce movement 20of said member when it is moved in said direction.

9. The device set forth in claim 8, wherein said force transmittingmeans is operable to render said element ineffective to produce movementof said member when it is moved in either direction. 1

' 10. In a clutch mechanism, driving and driven members mounted forengagement and disengagement; engaging means tending to force saidmembersinto engagement; a movable element; force transmitting meansoperably connected to saidelement and adapted tornove said members apartagainst the action of said engaging means when the element is moved inone direction; and means for rendering said force transmitting meansineffective to transmit movement producing force from said element tosaid members.

. 11. In a clutch of the character wherein the parts are urged towardclutch engaging position 40 by engaging means, a movable controllingmem-- ber; force transmitting means operably associated with said partsand said member for maintaining said parts glisengaged against theaction 01' said engaging means when said member is disposed in oneposition, said force transmitting means being operable to allow saidengaging means to engage said parts when said member is away from eachother; means'tending to urge said one otmembers in one direction; amechanism associated with said members and adapted to restrainthem-against relativemovement in one direction; and at least twoindependent means for causing said mechanism to allow movement of saidmembers in said direction.

- 14. The device described in claim 13,'wherein said urging meanstends'to urge said members relatively toward each other,and-said'mechanism' is adapted to restrain them against movement underthe influence of said urging means.

ting said element to move in said direction independently of actuationof said latch mechanism.

16. The device described in claim 15, wherein said element is adapted tomove toward and away from said reaction member, and said latch mechanismis adapted to selectively restrain said element against movement towardsaid reaction member.

17. The device described in claim 15, wherein said latch mechanismcomprises at least one link member which is pivotally connected to saidelement.

18. The device described in claim 15, wherein said latch mechanismcomprises at least one compression member which is pivotally connectedto said element.

19. The device described in claim 15, wherein said latch mechanismcomprises at least two link members which are pivotally connect-ed toeach other and to said element and reaction member.

20. A clutch controlling mechanism for use with a clutch having a leverwhich is operable to control clutch engagement, comprising a link memberhaving a. fixed pivot, a pair of links pivotally connected to each otherand to said lever and link member, said links and link'member beingoperable to sustain compressional forces and maintain said lever in oneclutch controlling position when they are all disposed substantially ina common plane, and means for moving said links out of said common planefor allowing said leverto move into a second clutch controllingposition.

21. The mechanism described in claim 20, together with means for movingsaid link member and one of said links out of said common plane foralsoallowing said lever to move into a second clutch controlling position.

22. In a controlling mechanism for a brake and an automatic clutchhaving means for selectively rendering its operation speed-responsive ornon.- speedresponsive, a control lever, means for connecting saidcontrol lever to said clutch whereby movement of said lever from oneposition into a second position is operable to render clutch operationnon-speed-responsive, and means effective when said lever is moved afurther distance in said one direction into a third position, foractuating said brake;

23. The mechanism described in claim 22, wherein said last-named meanscomprises a lostmotion connection between said lever and said 10 brake.

24. The mechanism described in claim 22, together with means fordisengaging said clutch independently of said means.

25. In combination with the throwout shaft of a clutch, a lever freelyjournalled on said shaft, a second lever secured to said shaft, holdingmeans for selectively holding said second lever in a plurality ofadjusted positions, and coupling means for selectively establishing adriving connection between said levers, whereby said holding means maybe selectively employed to hold said shaft in a plurality of adjustedpositions.

'26. The device described in claim 25, wherein said coupling meanscomprises a pair of toggleforming links which are pivotally connected tosaid levers.

27. The device described in claim 25, wherein said coupling meanscomprises a slidable plunger carried by one of said levers and which isadapted w to be selectively engaged with a projection provided on theother of said levers.

28. The device described in claim 25, wherein said coupling means isoperable to efiect minor relative movement of said levers for adjustingpurposes when it is in driving connection establishing condition.

29. The device described in claim 25, together with means for rockings'aid shaft independently of said holding or coupling means.

EUGENE S. PLEASONTON.

